Heidi Alexander MP: speeches 2026

Speeches

• 11 Jun 2026 · Topical Questions · Hansard source

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  It is right to prioritise development in sustainable locations, namely around railway stations. The establishment of Great British Railways will enable us to look more holistically at the way in which the ticketing and fares system works, and we are expanding pay-as-you-go ticketing to give a more seamless experience to people who travel in the south-east. I do not know the details of the planning application the hon. Gentleman refers to. If he wishes to write to me, I will look into it in more detail.

• 11 Jun 2026 · Topical Questions · Hansard source

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  Unlike the previous Government, who took £200 million out of the active travel budget, this Government are putting £600 million into improving walking and cycling and ensuring safer routes to school and safer crossings more generally. We are making sure that we invest in safe infrastructure to enable more people to walk and cycle more often. It is a priority for the Government to get this right. Walking and cycling will save people money, since they will not have to fork out at petrol stations, and it is better for the country’s long-term health and the environment. What’s not to like?

• 11 Jun 2026 · Topical Questions · Hansard source

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  E-bikes that are modified to go over 15.5 mph are illegal. We continue to support the police with the tools they need to enforce road traffic legislation. As my hon. Friend will be aware, the Crime and Policing Act 2026 has given the police stronger powers to seize vehicles used antisocially without first requiring a warning and has introduced new respect orders, enabling police and councils to ban persistent offenders from areas where they cause harm.

• 11 Jun 2026 · Topical Questions · Hansard source

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  Thank you, Mr Speaker. The Opposition like to chunter, but this Government are backing our aspirational words with real action. A stronger, fairer Britain is what we promised, and it is what we will deliver.

• 11 Jun 2026 · Topical Questions · Hansard source

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  The Government expect all parts of the new, publicly owned railway to plan services and timetables to meet expected passenger demand while maximising value for the taxpayer. A certain predecessor of my hon. Friend used to talk a good game on better rail services, but it is a fact that constituents had to wait until my hon. Friend was elected as their Labour Member of Parliament to get a Government who are prepared to put words into action.

• 11 Jun 2026 · Road Junction Safety · Hansard source

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  I am really keen to ensure that we have safe routes to school, and that we enable more children and their families to walk and cycle to school more often. I would be very happy to meet my hon. Friend to discuss the particular situation in his constituency, and I advise him to look out for the publication of the third cycling and walking investment strategy tomorrow. It will have more information on the work we are doing to improve journeys to school for children.

• 11 Jun 2026 · Road Junction Safety · Hansard source

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  Earlier this year, this Government published the first national road safety strategy in over a decade, setting out how we will cut road deaths and serious injuries on Britain’s roads by 65% by 2035. In March, we announced the third road investment strategy, which includes a targeted fund to improve safety at junctions on the strategic road network, and we are investing £21 billion of local transport funding in regional and local authorities so that they are able to make improvements on the parts of the network for which they are responsible.

• 11 Jun 2026 · Road Junction Safety · Hansard source

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  I am aware of the hon. Gentleman’s concerns about the M3/A322 junction, and I understand that some improvements have already been made to the northbound section. It is Surrey county council’s responsibility to make improvements at the junction— I understand that it has the ability to make changes to traffic lights, for example. I suggest that the hon. Gentleman continue the conversation with Surrey county council. The Liberal Democrats, who now form a larger group on the council, may be able to influence the thinking of that local authority.

• 10 Jun 2026 · Railways Bill · Hansard source

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  People obviously need to be able to get to the railway station. This Bill gives me the power to establish Great British Railways. I will talk to Great Western Railway about the issue the hon. Member raises—the company is still in private ownership—and I will write back to her with further detail. I would like to summarise the main features of the Bill and remind Members what we have already achieved. Over half of operators are already under public control, thanks to legislation we introduced weeks after entering office. The benefits are starting to be felt: around 40 new Arterio trains on South Western, rolling stock that was sat for years in the sidings under privatisation, now released into service; performance among operators under public control now outstripping those still in private hands; pay-as-you-go ticketing being rolled out to more stations across the south-east; easier to understand fares in Greater Manchester; and passengers keeping more of their hard-earned cash thanks to the first rail fares freeze in 30 years. This Bill will be the most significant step yet. For decades, the industry has been crying out for coherent direction and leadership. With Great British Railways that is what it will get: a single national leader co-ordinating track and train, setting timetables and fares.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I will not give way. GBR will also manage access decisions in relation to track capacity, enabling us to unlock the full potential of the whole network. That also means unleashing the huge economic and environmental potential of freight. Rail remains the best way to send bulky goods long distance, which is why GBR will have a legal duty to promote rail freight in line with our 2050 target. GBR represents a simpler, more transparent railway to do business with. No longer will suppliers need to make their case to multiple parts of the network. GBR will be the single decision maker, able to take a long-term view, giving the private sector the confidence and certainty it needs. I finish by thanking all Members who have taken part in the debates on the Bill so far—particularly those on the Transport Committee for their diligent approach.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I have always been clear that there is a role for open access operators on our network where they provide value for money. If I may now turn to passengers, I am not ashamed of the fact that GBR will be obsessed with delivering for its customers. In fact, it will have a statutory duty to promote their interests. That starts with ticketing, which is currently a mind-bendingly complex system. I have said it before and I will say it again: buying a ticket should be effortless. Fares should be simple and consistent, and passengers should know they are always getting the best value—and under GBR, they will. A new ticketing app and website will give passengers the ability to buy tickets, check train times and access a range of support all from the palm of their hands—no booking fees, no navigating lots of websites; just a 21 st -century way of paying for a service. If passengers are let down, if accessibility falls short or if performance is not up to scratch, they will have a powerful champion fighting their corner: a strengthened passenger watchdog.

• 10 Jun 2026 · Railways Bill · Hansard source

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  My hon. Friend has been a dogged campaigner on the railways for her constituents in Hastings and Rye. I believe her proposals are worthy of consideration by Southeastern, a company in public ownership. I would be happy to pursue that further on her behalf. GBR will sweep away decades of inefficiency and waste. We will finally bear down on spiralling costs. We will wave goodbye to a system riddled with perverse incentives, in which armies of lawyers argue over whose fault a delay is. Instead, GBR will be a publicly owned and commercially agile company run by industry experts, not politicians. We will turn a web of competing interests into one railway that makes decisions in customers’ interest and their interest alone.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I beg to move, That the Bill be now read the Third time. Madam Deputy Speaker, with your indulgence, I would like to start my remarks with a short story. This time two years ago, like many colleagues on the Government Benches today, I was not a sitting MP. I was a parliamentary candidate standing for the first time to represent my home town of Swindon, a place with a proud railway heritage, with its people unashamedly ambitious for the future. When I stood in that election, I stood on a promise of renationalising our railways. There were some who doubted whether we would ever do it, but as this Bill heads off to the other place for its next stage of parliamentary scrutiny, I say to the doubters that this is what change looks like: a Government doing what they said they would do in their manifesto; a Government delivering for the ordinary men and women who use our railways, the businesses that depend on our railways, and the staff who work on them; a Government replacing a privatised system, which was corroding in a state of perpetual decline, with one where there is now new hope. When I stood at London Bridge station last December, as we unveiled the new Great British Railways branding and train livery, I saw hope in the eyes of the passengers I spoke to—hope for a better, more reliable railway; hope for an end to waiting for trains that never arrive; hope for the basics of working toilets, enough seats and simple fares—because if we are honest, hope has been in short supply on the railways for far too long. For years, the industry delivered poorer performance for higher prices. As a nation, we spent billions on upgrading infrastructure, but a fragmented system could not translate that into passenger benefits. We have had 30 reviews since 2006, all diagnosing the same problem—re-diagnosing it time and again—yet the previous Government were not able and were not willing to do the hard work to create solutions. Today, we make that change. Thanks to this Bill, we will deliver the biggest reform to our railways in 30 years. Where there is fragmentation, we will bring integration; where decisions used to be made for private profit, they will now be made for the public good; and where passengers were forced to navigate multiple companies and unclear accountabilities, they will soon deal with one railway and one team with one mission, which is to deliver better services for the travelling public.

• 10 Jun 2026 · Railways Bill · Hansard source

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  No. I am conscious of giving time to the shadow Secretary of State. I thank all members of the Public Bill Committee for completing the painstaking task of line-by-line scrutiny. I also thank Members on the Front Bench, as well as those sat on the Back Benches, for their vital perspectives. I particularly thank the Minister for Aviation, Maritime and Decarbonisation for handling the passage of the Bill so dutifully and ably. I also thank my colleague in the other place, the Rail Minister, and give a huge thanks to all the officials in my Department who have worked so hard to get the Bill to this stage. This Government promised to fix what was broken in our economy and reform what does not work. That is why the Bill matters. We will fix our broken railways. While I cannot promise it will be achieved overnight, I say this: will GBR put the needs of passengers and freight users above all else? Yes, absolutely. Will passengers soon see the difference in ticketing and reliability in a railway that is easier to use? Most definitely. Will GBR help to unlock economic growth, house building and opportunity across the country? Undoubtedly. The Bill draws a line under the decline and dysfunction of the past. Today, we are bringing hope back to our railways. I commend the Bill to the House.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  My hon. Friend is right; the hon. Member for Strangford (Jim Shannon) never misses an opportunity. I am very concerned about ensuring that connectivity between the UK mainland and Northern Ireland remains and that it is reliable and affordable for people. I will be sure to talk further to the hon. Gentleman about what more can be done—aside from air passenger duty, which is a matter for the Treasury. If there is anything that my Department can do to improve the situation for his constituents, I will be only too happy to talk to him.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  I am grateful to the hon. Gentleman for his support for our overall approach. I am reassured that we have the capability and capacity that is needed in the executive leadership of HS2. That was not the case previously. A new financial director and new commercial director are in place, and I am reassured that the six new appointments to the HS2 board, which the new chair has led over the past year, have the right skills. On the expert panel, I assure the hon. Gentleman that there are the multiple layers of assurance as regards the new plan and who has looked at it. We have real expertise on the third line of defence panel, including Kenny Laird, Andrew Paul, Rachel McLean, Colin Brown, Laurent Troger and Miles Ashley. We have also included a rep from the National Infrastructure and Service Transformation Authority, and the project representative is involved as well. This is a substantial group of people, who are all putting their shoulder to the wheel to make this project a success.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  With permission, I will make a statement on High Speed 2. Last summer, I stood at this Dispatch Box and promised that we would be straight with the British people not just about the appalling mess we inherited, but about how we would fundamentally reset the HS2 project. Today I am publishing the latest parliamentary report and the Lovegrove report—an assessment of what past failings in the delivery of HS2 mean for the civil service and the wider public sector. This was a Cabinet Secretary investigation commissioned by the Prime Minister last year. I will also take this opportunity to update hon. Members on the latest stage of the HS2 reset. However, I will first remind the House of the litany of failures we inherited in July 2024. Costs soared by £37 billion under the previous Government alone, with billions of pounds of taxpayers’ money sunk into phase 2 work for the sections north of Birmingham before they were abruptly cancelled. Huge contracts were handed out without improvements in price, despite the Oakervee review’s recommendation to negotiate a better position. Instead of signalling the country’s ambition, HS2 became a symbol of this country’s decline. After more than five years of construction and more than £40 billion spent, the country was no closer to having an operational HS2 railway than when construction first began. That is the shocking legacy of the previous Government, and I am afraid it gets worse: I can today confirm that the previous Government spent most of HS2’s budget without laying a single metre of its track. Today is about ending that era of neglect. New chief executive officer Mark Wild and chair Mike Brown have an almost impossible task on their hands; as Mark put it to me recently, it is like changing the engine of an aeroplane mid-flight. However, the new leadership team at HS2 is turning things around, with six major construction milestones reached earlier than planned in the past year. The organisation is more focused on the things that matter, with 300 back-office roles removed. HS2 Ltd is reviewing its supply chain contracts and the incentives within them to ensure that we finish the job at the lowest reasonable cost, and it is managing those contractors properly now to ensure that supplier performance is up to scratch. Finally, we are seeing improved oversight, with HS2’s leadership now receiving real-time updates, helping to prevent delays and keep construction to time. However, there is no getting away from the fact that the vast majority of HS2’s previous budget was blown on completing around a third of the entire project. Over the past year, Mark Wild and HS2 Ltd have worked closely with me and my Department to assess the remaining work to be done. They have now provided me with updated costs and timescales, which I can share with the House. It gives me no pleasure to say that the expected cost of completing HS2 is now between £87.7 billion and £102.7 billion, priced in 2025. Two thirds of that increase is down to past misunderstanding of the work required, underestimation and inefficiency—issues within the control of HS2 Ltd, some of its suppliers and previous Governments. The remaining third is linked to inflation, which was not factored into previous cost estimates regularly enough. On timings, I said last year that I could see no route by which trains could be running by 2033. We now expect the first services to run from Old Oak Common to Birmingham Curzon Street between May 2036 and October 2039. Where the previous Government could not say when the full HS2 scheme between Euston and Handsacre Junction would be delivered, I now expect it to happen between May 2040 and December 2043. Lessons have been learned from the Stewart review, meaning that HS2’s cost and schedules are now built on more solid foundations, with credible estimates published as ranges to ensure that they better stand the test of time. Colleagues may feel that they have heard this all before; I understand that scepticism, but it is different this time. HS2 Ltd has now used the same experts and methods behind the successful Crossrail reset. It has priced future work against what we have learned so far, and its homework has been checked by an independent panel of experts. However, if this seems like an obscene increase in time and costs, it is because it is. If it seems that I am angry, it is because I am. I am angry on behalf of taxpayers and affected communities who have been swindled by the failures of successive Conservative Governments; I am angry on behalf of the thousands of rail and construction workers who are giving their all on this project, and who do not deserve to have their industry tarnished in this way; and I am angry on behalf of passengers who continue to wait for the new services and new opportunities that they deserve. Despite this sorry situation, we are determined to claw back as much time and money as possible. The Lovegrove report not only corroborates the Stewart review’s damning assessment of the decision-making environment under the previous Government, but talks about the original “gold plating” of HS2 and a focus on “the highest possible speeds, resulting in bespoke and highly engineered design”. To translate: it was a massively over-specced folly, with the prospect of the fastest trains anywhere in the world tickling the fancy of Conservative Ministers. If we were a country the size of China, I could understand it—but we are not. Passengers just want reliable trains that turn up when they are supposed to, more services and more seats. They want a common-sense approach that gets them the railway they deserve, not a vanity project with trains so fast that proper testing could not be done until track and railway systems were complete. I therefore asked Mark Wild to remove the gold-plating and complexity from this project, and I have today accepted his recommendation to align HS2 with speeds already delivered on other European high-speed networks. That means we will still run some of the fastest trains in Europe, with speeds reaching 320 kph; but, crucially, it will lower the cost of testing and make delivering the project less risky. It could realise savings of up to £2.5 billion and save at least a year in delivery time. I realise that there will be those who will say that this is all too much and that we should just cancel the whole thing. However, I can confirm today that it could cost almost as much to cancel the line as it would to finish it, while delivering none of the benefits, with half-finished structures strewn across the English countryside, a relic of what could have been. This Labour Government are clear that we will deliver HS2 to completion, because this country can build big things; we just need competent people at the helm to deliver them. Prime Ministers Cameron, May, Johnson, Truss and Sunak—

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  The hon. Gentleman would expect me to have comprehensive discussions with my colleagues in the Treasury before announcing rail enhancements, and that is what we have done over the past couple of months, whether about Northern Powerhouse Rail—we set out those really ambitious plans at the start of the year—or indeed the anticipated profile of expenditure required over the next 10 years. I assure him that nothing I have announced today changes what I announced in January on Northern Powerhouse Rail.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  I appreciate that the hon. Gentleman’s Buckinghamshire constituents will have experienced considerable disruption to their lives as a result of this construction project, and I know that those who live nearest to infrastructure schemes tend to take more of the pain before the gain from the new service is delivered. I will look into the matter of the noise impacts of a lower-speed railway. My instinct is that the noise is likely to be less, but if what I learn is any different from that, I will write to him and let him know.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  I am keen that HS2 should always engage with the community and local businesses with care, respect and rigour. If that has not been the hon. Lady’s experience locally, I know that I and other Ministers will be only too happy to take that issue away. I am aware that she has an Adjournment debate on the matter later today. I have to disagree with the hon. Lady on the idea that we should cancel the project. In his letter to my Department’s permanent secretary, the chief executive of HS2 made it very clear that cancelling this project and doing the necessary remediation could cost almost as much as completing the line. We would have half-completed structures strewn across the English countryside, and I am sure that her constituents would not wish to see that. That is why it is right to reset this project and to complete HS2, as I have set out today.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  I have been clear and remain clear that we will not extend HS2 north of the west midlands. When I made the Northern Powerhouse Rail announcement a couple of months ago, I announced that we will do a feasibility study about the longer term, after the delivery of HS2 to Birmingham and the delivery of east-west connectivity across the north of England through Northern Powerhouse Rail, and about how we can look to invest in improving the infrastructure between Birmingham and Manchester. That work will start this summer, and I am happy to keep the hon. Gentleman updated.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  I am sorry to hear of the situation that the hon. Lady describes. If she wants to write to me about that specific case, I will raise it with the leadership of HS2 for her.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  We have taken a different approach this time; our estimates are informed by the work done over the last five years. I am committed to ensuring that the scope remains the same, and that we do not have the chopping and changing that characterised the previous Government’s approach to this project. Although I recognise that there will be some impacts in the hon. Lady’s constituency, this is a great engineering feat that we are involved in delivering. It will be the first new terminus station that this country has built in 125 years, and there will be new stations at Birmingham Interchange, Old Oak Common and Euston. Although I am always happy to talk to her about the local impacts, HS2 can provide very significant improvements to the rail network, and the Government are entirely right to be committed to completing this project.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  My hon. Friend has been a great advocate for his constituents, and I totally agree that the focus now, as it should have been all along, is on delivering more seats, and more trains that run on time. We will conduct a further feasibility study on connectivity north of Birmingham. That will consider all options and the impact of each option on economic growth, housing, capacity on the rail network, journey times and resilience, as well as looking at how we might design, consent and fund any future specified scheme. I am willing to continue a dialogue with him about those issues.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  I am grateful to the shadow Rail Minister for his questions and the tone in which he presented his case. He was not quite as bombastic at the Dispatch Box as he normally is, so I can only assume that perhaps he was considering making an apology for the dreadful mess that the previous Government left this project in. I did not hear one, but I accept the manner in which he made his points. I do question where the shadow Secretary of State, the right hon. Member for Basildon and Billericay (Mr Holden), is today. This is not the first time that he has run scared from an oral statement, and I can only assume that it is because he is embarrassed by his party’s abject record on transport. The hon. Gentleman talked about the appointment of the new CEO, Mark Wild, under the previous Government. I gently say to him that it is a bit like an arsonist demanding praise for calling the fire brigade. Let me quote what Mark Wild said about what he had inherited when he spoke to the Public Accounts Committee just days after he started in his job: “we are in a completely unacceptable position…we have to acknowledge that HS2 has failed in its mission to control costs.” The hon. Gentleman asked a number of specific questions, and I will answer them directly. He asks how reducing the speed to 320 kph will save money and ensure delivery. To be clear, that will mean that trains on HS2 are running as fast as bullet trains in Japan. We are making three scope changes in this announcement today: first, reducing the speed; secondly, reducing automatic train operation; and thirdly, ensuring that the signalling we put in on HS2 is aligned with the European train control system that is being rolled out on the trans-Pennine route upgrade and across the Network Rail system more broadly. We will depend on proven technologies; we are not taking a punt on world firsts. That is the way to reduce risk in the delivery of this programme and potentially reduce cost as well by up to £2.5 billion. The hon. Gentleman asked me about bat tunnels. I can tell him that we are building no more bat tunnels on HS2 and that this Government have changed legislation through the Planning and Infrastructure Act 2025, which could mean a different approach to protected species in future. I gently ask him who was overseeing the project when HS2 took the decision to proceed with the bat tunnel. It was not this Government; it was his Government, and we have taken actions to ensure that regulations in future do not get in the way of building the homes and infrastructure that this country needs. The hon. Gentleman asked me specifically whether the revised cost ranges include a number of different areas. I can confirm that there is provision within this range for the delivery of Euston, though we have also gone out to market to attract private investment, given that in the 10-year infrastructure strategy we set out our ambition to deliver the new HS2 station through a public-private partnership. The signalling costs are also included in those cost ranges. The hon. Gentleman rightly asked me what action HS2 is taking to improve its performance on settling claims on land and property. I know that there are very many hon. Members in this House whose constituents will have experienced frustrations in that regard. In the letter I recently wrote to the chair of HS2 setting out his priorities for the year, I was clear that I wanted greater attention on this area. Finally, the hon. Gentleman asked me about some of the minor changes that Avanti West Coast has made recently to its summer timetable. It came to me with a proposition to better optimise its service pattern to meet the demand in the summer months. If we can save money because we are not moving trains around the country with half-empty carriages, as a responsible Government I think it is reasonable for us to look at that. On the timetable introduced on Sunday, we have seen significant enhancements, including additional seats on London Northwestern services between London and Birmingham. We are seeing the most regular Mid Cornwall Metro service in 60 years. Where his Government failed to invest in Britain’s rail network, this Government are doing exactly the opposite and ensuring that people across the country have the trains they need and deserve.